Posts Tagged ‘Kevin Bartlett’

Max Stewart awaits the start of the Gold Star race aboard his Mildren Waggott.

In the distance is the Harry-Flatters-In-Top-Gear entry to the right-hander under Dunlop Bridge- one of the most daunting corners in Oz motor racing, alongside (below) are John Harvey, Brabham BT23E Repco on the outside, and Niel Allen, McLaren M4A Ford FVA.

Kevin Bartlett was the race favourite but had problems in practice and as a consequence started from the back of the grid- his ex-Gardner Mildren Alfa 2.5 V8 was the class of the field in 1969 as the similarly engined Alec Mildren Racing Brabham BT23D had been the year before.

Love these John Stanley shots, they have a sort of moody quality about them?

Glen Abbey is behind KB down in grid slot 10. Bartlett won the race from Max by 1.5 seconds, then Leo Geoghegan’s venerable Lotus 39 Repco, Allen’s McLaren, Glynn Scott in a Bowin P3 Ford FVA and Ian Fergusson in a Bowin P3A Lotus-Ford twin-cam.

KB won the Gold Sar comfortably from Leo and Max, taking three of the six rounds- Symmons Plains at the seasons outset, Surfers and the final round at Warwick Farm in early December.

The latter event was significant in the history of this chassis as at the Farm the Sub was fitted with the very first of Merv Waggott’s 2 litre TC-4V engines, winning upon debut. From that point the Sub was so equipped until its ANF2 phase with Ray Winter.

Etcetera…

(unattributed)

John Harvey on the hop in Bob Jane’s Brabham BT23E Repco 830 V8, he was out with cam-follower failure after completing 38 laps.

Credits…

John Stanley

Tailpiece…

Finito…

Spencer Martin, Holden Monaro GTS350 and Allan Moffat, Ford Falcon GTHO, Gibson/Seton left and Roddy/Carter HO’s on row 2 (autopics.com)

The full field of Series Production cars rumbles down the hill from the rise through the kink on the plunge to Dandenong Road on the warm-up lap of the 21 September 1969 Sandown ‘Datsun Three Hour’ race…

It was a Ford rout in the tribal battle between Ford and Holden on the circuits of Australia,  the Bathurst 500 was the pinnacle each year with Sandown traditionally the warm up event.

‘Big Al’ Turner tipped Harry Firth out of the role of ‘Competition Chief’ of Ford Australia who marched across town and commenced the quasi-works ‘Holden Dealer Team’ out of his famous, cramped workshops in Queens Avenue, Auburn, a twee, inner eastern Melbourne suburb.

Firth’s first race as chief was Sandown 1969 with Spencer Martin having a ‘near death experience’ after having catastrophic brake failure at the end of Sandown’s main straight right on the 46.5 minute mark of the event.

Spencer Martin exits Peters Corner on the run up Sandown’s back straight early in the Sandown race (R Coulson)

 

Martin/Bartlett Monaro GTS350 immediately after clearing the single row of Armco at the start of Pit Straight- the car ended up just off the grass on the competitor entry/exit road (R Coulson)

 

With the fire out damage to the car is not as bad as may have been expected, machine repaired and sold as a roadie (R Coulson)

This article is not a detail one to ventilate the all the circumstances of an event of considerable importance to fans of touring car racing (not me at all) but rather to put in an accessible forum a swag of photographs posted on social media recently.

Holden won the Bathurst 500 in 1968 when the first ‘Munro’- the ‘HK’ Holden Monaro GTS327 V8 driven by Bruce McPhee/Barry Mulholland beat the XT Ford Falcon GT 302cid V8’s. Turner was not mucking around though in 1969 and built one of the fastest, finest (first in a series) of Ford Falcon GTHO 351cid homologation specials. The Falcon GT was a great road car, the ‘HO’ (high output was going to upset the insurers so handling options it was) whereas the HO was an ornery, more highly track tuned beastie- so 1969 promised to be more of a fight.

Holden engaged Firth to race the new ‘HT’ Holden Monaro GTS350 but it was less competitive car than the HO which ran away into the distance at Sandown and did the same at Mount Panorama only to lose the race because of Goodyear race tyres which were unfamiliar to the drivers with the exception of the mechanically very sympathetic Allan Moffat, who had tested the tyres comprehensively…yes, I am truncating Touring Car fans.

Firth had little input into the specifications of the HT350 but Spencer Martin said of the brake failure ‘The brakes on those cars were always very skinny. Harry never told us (Martin and co-driver Kevin Bartlett) what happened but many years later Frank Lowndes, the Chief Mechanic at the Dealer Team, told me that he had taken the standard pads off the Monaro and replaced them with harder pads for practice. But one of the mechanics accidentally put the standard pads back in the box marked ‘competition pads’. The mechanics then put them back onto the car.’

Martin continues, ‘I was chasing Moffat in the 351 Falcon and was scratching just to hang on. The front pads had already worn out and the rear pads were wearing out as well. They eventually wore right down and the backing plate hit the discs, the brake fluid flashed and the brake pedal went straight into the floor.’

‘Its amazing the strength you get at moments like those. As soon as I realised what happened I put it into third gear. I did it so hard I put a gear right through the synchro. I didn’t want to go into the Armco front-on so I grabbed the umbrella handbrake and pulled it right off the dash. I managed to flick the car around and I went backwards through the Armco. The muffler went straight through the petrol tank and they had probably the biggest fire ever at Sandown.’

‘The accident concertina’d the car together jamming the door (shut) so I jumped out of the drivers window and I landed on my hands and knees. It was so hot I was certain that I was on fire. But I was taken straight to first aid to be checked out and I had no injuries.’

Spencer added, ‘When I got back to the pits Harry asked me what happened. I told him I thought i’d blown a rear cylinder. But he went and checked the car and came back and said “That’s not the reason”, in other words he thought it was my fault.’

Frying of the brakes well underway- Spencer heading towards the Peters Corner apex- the approach to Shell in the distance is where the ace pilot turned the errant car around (unattributed)

 

Turn-in to Shell, Dunlop Bridge just in shot, to the left is a full Sandown grandstand (unattributed)

 

Immediately after impact and an emergency vehicle is already on the move on the grass (R Coulson)

Despite the accident Spencer was booked to drive the car at Bathurst but was involved in a road accident whist a passenger with his brother and therefore decided to fully retire- he had given up open-wheelers having won the second of his two Gold Star Australian Drivers Championships on the trot in Bob Jane’s Brabham BT11A Climax 2.5 in late 1967.

Bartlett’s recollection is that ‘The car was a bit fresh…Harry was still experimenting with it. I was racing open-wheel cars (Brabham BT23D Alfa Romeo) at Sandown on the day so it was convenient for me to drive to give some feedback. The drive was only ever to be a one off.’

‘The failure as explained to me was in the power brake system when Spencer was driving it on the main straight…I was told it was the booster system itself- not the brake pads.’

For Firth’s part be blamed the drivers, ruminating that he had been told (by GMH) to use ‘racing drivers’ (single-seater racers rather than touring car specialists) claiming to have been doing 3-4 seconds a lap quicker than Bartlett with less stress on the car ‘…revved the engine to 5500rpm plus disregarding the fact that the torque curve was 2000-4500rpm…”

Damage to the Armco clear- double row by the time I was racing a decade later- and hit it in my FV after becoming part of someone else’s moment (R Coulson)

 

Spencer is already out and no doubt en-route to the medicos (R Coulson)

Harry was still current as a driver in 1969, he had raced Lotus Cortina’s for Allan Moffat in the US in late 1967 but I am inclined to believe Martin and Lowndes version of events rather than Firth’s who, if Lowndes is to be believed, and I see no reason not to, involved a preparation mistake on his watch whatever else went wrong with the brake booster. Having said that Spencer would have been well aware his brakes were ‘fried’- look at the photos which show plenty of evidence of stress before the prang.

The other point to be made is that both Martin and Bartlett were highly experienced touring car racers- Martin jumped into David McKay’s Brabhams after dominance in ‘Humpy’ Holdens and Bartlett had been in and out of ‘taxis’ since first racing his mothers Morris Minor at Mount Panorama in 1959- KB was fourth at Bathurst in 1968 sharing an Alec Mildren Alfa 1750GTV with Doug Chivas, whilst Martin raced a factory Falcon GT Auto with Jim McKeown- Firth’s attempt to disregard the duo’s knowledge and experience of these types of cars is self-serving.

Hors d’ combat, The General needed to get their shit together between 21 September and Bathurst on 5 October, Firth picks up the story ‘There was consternation in the GM camp, a witch-hunt ensued. I said stuff all this, now give me the engines, come to Calder mid-week, take the dust shields off (the rotors) and put back the (1968) slotted wheels. We fitted a front spoiler with air slots and we cut away the panels behind the front bumpers for more airflow so the car would survive Bathurst…The Bathurst race is history. We came first, third and sixth’ aided and abetted by Goodyear racing tyres only Allan Moffat made last, the precautionary pitstop his team required of him cost the Big Henry’s a race they rather deserved…

Or did they!?

Tony Roberts in the winning Holden Monaro GTS350 he shared with Colin Bond to a Bathurst win in 1969- and again below (unattributed)

 

(T Hines)

 

Bathurst 500 1969- the winning Bond/Roberts Monaro chases the third placed Peter Brock/Des West sister HDT car and the Roy Griffiths/Glynn Scott GTHO (unattributed)

The Datsun 3 Hour was won by the Allan Moffat/John French works GTHO from the similar cars of Tom Roddy/Murray Carter and Fred Gibson/Barry Seton.

The barbecued Monaro Sandown car was repaired and sold and still exists, a wonderful reminder of the period and the perils of racing these ‘safer’ cars than the single-seaters from whence Spencer had mainly come…

Credits…

Robert Coulson Collection, autopics.com, Terry Hines, Unique Cars August 2016 article by David Dowsey

Tailpiece…

(D Blanch/autopics)

Allan Moffat in the winning works Ford Falcon GTHO exiting Peters Corner for the run up Sandown’s back straight during the 1969 3 Hour- these works cars were magnificent in red (Vermillion Fire?), never could understand why they went to two-tone boring white/blue in 1973.

Finito…

(B Jackson)

Alec Mildren Racing prepare their steeds prior to the 1968 ‘Warwick Farm 100’ Tasman round held on 18 February 1968…

That’s Kevin Bartlett steering his Brabham BT11A Climax through the dummy grid area back into the paddock- the car in the distance is Frank Gardner’s Brabham BT23D Alfa Romeo.

35,000 people attended the meeting on a glorious Sydney summers day during which Jim Clark led from pole and won from his teammate Graham Hill aboard Team Lotus Lotus 49 Ford DFWs- I’ve done this meeting to death already here; https://primotipo.com/2015/04/14/warwick-farm-100-tasman-series-1968/

and here; https://primotipo.com/2018/08/01/warwick-farm-100-1968-take-three/

but these photographs uploaded by enthusiast Glenn Paine on behalf of the late ‘snapper, Brian Jackson were too good to waste.

(B Jackson)

 

Bartlett and Mildren plotting the next chassis adjustment (B Jackson)

As most of you know, KB graduated to the BT11A after ‘Frank had finished with it’- and went like a jet in it, click here for a story about that; https://primotipo.com/2018/04/27/kbs-first-bathurst-100mph-lap/

The one-off Brabham BT23D Alfa was Alec Mildren’s response to the growth of multi-cylinder engines, as in more than four, in the Tasman Cup, as an Alfa Romeo Dealer Autodelta were more than happy to build some special 2.5 litre versions of their Tipo 33 sportscar V8- that engine story is here; https://primotipo.com/2018/11/30/motori-porno-alfa-romeo-tipo-33-tasman-2-5-litre-v8/

FG looks happy enough, note the ‘Buco’ helmet and driving gloves, Glenn Abbey is the lanky chap attending to the car. BT23D was a one-off but built on Ron Tauranac’s F2 BT23 spaceframe chassis jig. Conventional outboard suspension front and year, no belts- they would become common throughout this year though (B Jackson)

 

Business end- Hewland FG200 five speed transaxle and twin distributors to fire two plugs per cylinder in amongst the shade (B Jackson)

There are not too many folks around at all- perhaps its the Thursday prior to the meeting. A quick look at the Australian Motor Racing Annual race report covers plenty of tyre drama pre-race as a shipment of Goodyears had not arrived in Australia which meant that Goodyear contracted drivers such as FG and Jack Brabham plumped for Firestones come raceday. Both the Mildren cars are fitted with Goodyears in these shots but that delay left ‘Bartlett and Hulme as the only Goodyear equipped cars’.

It wasn’t a great race for the team- KB started from row five with Geoghegan, Lotus 39 Repco and Attwood, BRM P126 V12 and retired with half-shaft failure at Polo on lap 34 whereas FG started from row three alongside Greg Cusack, Brabham BT23A Repco and John Harvey, Brabham BT11A Repco, and, having run as high as fifth retired on lap 40 ‘with a very oily-looking rear end’.

Abbey and BT23D, Mildren were a BP sponsored team throughout, nice Holden EH- it’ll be either light brown or light green with that white roof Holden fans? (B Jackson)

Etcetera…

(B Jackson)

KB swapping notes with Jim Clark and Graham Hill with his back to us- is that Rana Bartlett at right? The Team Lotus duo raced Lotus 49s fitted with Ford Cosworth 2.5 litre ‘DFW’ engines that summer.

Credits…

Brian Jackson

(B Jackson)

These engines were very successful for Mildren- they never took a Tasman round victory but Bartlett won the Gold Star in the BT23D in 1968 and the Mildren Yellow Submarine in 1969- albeit that year the Waggott TC-4V engine also chipped into the pointscore- not to forget KB’s 1969 Macau GP win.

All alloy 90 degree, Lucas fuel injected 2.5 V8 with twin, chain driven overhead camshafts per bank and two valves per cylinder, twin plugs per cylinder fired by Marelli distributors. Note the oil filter, very tricky pipe work to get the exhausts to the right length and clear the frame tubes and tachometer drive off the end of the camshaft.

Tailpiece…

(B Jackson)

Finito…

(autopics.com/DBlanch)

The field on the first of 85 laps- the ‘Angus and Coote Diamond Trophy’, Gold Star Championship second round, Oran Park 26 June 1971…

Kevin Bartlett, McLaren M10B Chev from Max Stewart, Mildren Waggott TC-4V, Graeme Lawrence, Brabham BT30 Ford FVC 1.9 and then the dark helmeted Henk Woelders in his Elfin 600E Ford twin-cam- the first of the 1.6 litre ANF2 cars.

The 1971 Gold Star was an interesting one in that both 2 litre ‘race engines’ and F5000’s contested the championship- whilst F5000 cars were eligible for the Tasman Cup in 1970 and 1971- that year was the categories first in the domestic championship.

On the face of it perhaps the favourites at the seasons outset were Frank Matich and Kevin Bartlett in ‘match fit’ McLaren M10B’s. FM’s Repco Holden powered car was the ‘same car’ he and his team had continually evolved for eighteen months whereas KB’s chassis was the machine Niel Allen had raced in the 1970 and 1971 Tasman Series- beautifully prepared by Peter Molloy it was ready to boogie. Other F5000’s were Alan Hamilton’s brand new M10B- Allen’s spare chassis built up and sold when Allen retired from racing, and John McCormack’s Elfin MR5 Repco which appeared for the first time mid-season, at Sandown in September.

The quickest of the Waggott 2 litre TC-4V powered cars were Max Stewart’s Mildren and Leo Geoghegan’s Lotus 59B but Leo’s car was for sale so the reigning Gold Star champion contested few 1971 meetings.

Kevin Bartlett leads Max Stewart and Graeme Lawrence early in the race- KB appears to be running plenty of wing (L Hemer)

 

Gary Campbell and Tony Stewart in Elfin 600B/E Ford twin-cams inside Doug Heasman, Rennmax BN3 Ford (R Thorncraft)

It had taken until 1971 for the Tasman Cup to fall to an F5000- Graham McRae won it in an M10B whereas in 1970 Graeme Lawrence’s 2.4 litre Ferrari Dino 246 took the title, other Tasman 2.5 and 2 litre cars had been competitive amongst the 5 litre V8’s- the expectation was that an F5000 would win the Gold Star but Max Stewart’s fast, reliable Mildren Waggott won it with a win at this meeting- Oran Park and strong placings elsewhere to score 23 points to Bartlett and Hamilton’s 22 points each.

Bartlett was fast everywhere- he won the Governors Trophy Lakeside opening round- was on pole with Max at Oran Park, won the non-championship (that year) Hordern Trophy at Warwick Farm, and the Victorian Trophy at Sandown a week later but had the wrong tyres, that is, no wets at Symmons Plains where they were rather necessary, and blew an engine whilst leading at Mallala giving the new Elfin MR5 Repco its first title win in the hands of John McCormack. Mac would do very well with this car in the next two years on both sides of the Tasman Sea.

Max niggling away at KB- the big V8 blasted away on OP’s long straight but otherwise the little Mildren- Max’ car for 2 years by then was mighty quick elsewhere on the circuit (L Hemer)

 

(Peter Houston)

 

And again albeit by now MS has lost his right-front wing- did he ping one of KB’s Goodyears to do the damage? (L Hemer)

Matich’s campaign fizzled away too. The team missed the opening round at Lakeside as they were successfully campaigning the McLaren in the US- the team raced at the first two US F5000 Championship rounds in California, winning at Riverside with a pair of seconds in the two heats and were second at Laguna with another pair of seconds in the heats behind David Hobb’s M10B Chev.

Back home at Oran Park FM ran foul of another car earlier in the week doing enough damage for the team to build a new chassis- they did this rather than buy one from Trojan to give them valuable experience in advance of construction of FM’s new monocoque chassis Matich A50 Repco which would win the AGP later in the season upon its debut race from pole.

Matich leading a couple of cars through Laguna Seca’s Corkscrew on the 2 May 1971 weekend, McLaren M10B Repco (D Kneller)

The Matich McLaren was ready for the third round at Surfers in late August winning from pole. He started the Victorian Trophy at Sandown from pole but retired with blocked fuel-injection slides- KB won. With no chance of winning the title the team missed the final two rounds at Symmons and Mallala to focus on completion of the A50.

Alan Hamilton was impressive in his first year racing these demanding cars, whilst he came back to the machines in the late seventies it is a pity he didn’t persevere then whilst in ‘his youth’ and when the class could have done with another well prepared frontish of the field car- Warwick Brown or rather Pat Burke bought this car giving Warwick’s career a big kick-along in 1972 of course, the machine prepared by Peter Molloy.

Another big guy being monstered by a little one- Alan Hamilton, McLaren M10B Chev and John Walker, Elfin 600B Ford (L Hemer)

 

A couple of dicing Elfin 600s trying to stay clear of the Bartlett-Stewart express right up their clackers onto the OP main straight- Clive Millis from Tony Stewart (T Coles)

 

Graeme Lawrence’s nimble Brabham attacks Col Hyam’s Lola T192 Chev- note the sidepods fitted to the car by Gardner (L Hemer)

At Oran Park Max won from Graeme Lawrence’s visiting Brabham BT30 Ford FVC and Hamilton’s McLaren, Bartlett retired with his differential pinion stripped- the good ‘ole Hewland DG300 transmission was always marginal for F5000 use unless its maintenance was entirely up to snuff. The gearbox was originally built for F1 in 1966- for Dan Gurney and Jack Brabham when both the 3 litre Repco V8 and Eagle-Weslake V12 had far less than 500 pounds foot of torque tearing away at its gizzards…

F2 honours went to Henk Woelders who was fourth in an Elfin 600E- the dominance of this car in ANF2 at the time indicated by the fifth to ninth placed cars being Elfin 600B’s raced by Tony Stewart, Jack Bono, John Walker (soon to jump into an Elfin MR5), Vern Hamilton and Don Uebergang.

Henk Woelders’ Elfin 600E chasing Vern Hamilton’s 600B (L Hemer)

Etcetera…

(P Houston)

Melbourne racer Colin Hyams jumped into the big league with the acquisition of the works Lola T192 Chev Frank Gardner campaigned in the Tasman Cup that summer- FG did well in it too, taking a win at Warwick Farm and finishing fourth in the overall pointscore. Colin retired at Oran Park with gearbox dramas.

(L Hemer)

Gary Campbell’s Elfin 600B/E Ford, chassis ‘7122’ worked hard that year raced by both the Sydney ‘Provincial Motors’ motor dealer and Larry Perkins to whom he lent the car for a successful attack on the Australian Formula 2 Championship.

(L Hemer)

Alan Hamilton’s McLaren M10B ‘400-19’ despite ostensibly a 1970 model F5000 was brand new given its very late build into a complete car by Peter Molloy and sale to Hammo. As many Australian historic enthusiasts know, all these years later AH owns both his old car and the Allen/Bartlett chassis ‘400-02’- the wheels of which have been twiddled by Alfredo Costanzo until recent times.

(L Hemer)

John Walker in his 600B chassis ‘7018’, by this time the following year he was racing the fourth and last built Elfin MR5 Repco ‘5724’ in which he made his race debut in the last, Adelaide International round of the 1972 Tasman Cup in February 1972- the start of a mighty fine F5000 career in Australasia and the US inclusive of an Australian Gold Star and Grand Prix win in 1979. He was seventh at Oran Park 6 laps adrift of the front-runners with undisclosed dramas.

(P Houston)

Bartlett always raced with passion, lots of fire and brimstone and bucket-loads of natural brio. Lucky bastard.

KB pedalled the car through the 1972 Tasman inclusive of a Teretonga round win amongst much more modern metal and then did a US L&M round or two in it before racing Lola T300’s in both Australia and the US that year.

Credits…

Special thanks to Lynton Hemer, whose great photos inspired this piece

autopics.com- D Blanch, Russel Thorncraft, Tony Coles, Derek Kneller Collection, Peter Houston, oldracingcars.com

Tailpiece…

(L Hemer)

Max Stewart accepts the plaudits of the crowd on the warm-down lap- by June 1971 Alec Mildren Racing was well and truly disbanded but such are the bonds between driver and entrant that Max still carries Alec Mildren Racing signage and Seiko continued to provide financial support to Max into his first F5000 foray with an Elfin MR5 Repco in 1972.

Finito…

(R Thorncraft)

Kevin Bartlett and Frank Gardner, McLaren M10B Chev and Lola T300 Chev, ‘Warwick Farm 100’ F5000 Tasman round, 13 February 1972…

 

Great mates both and former members of Alec Mildren Racing where FG was a mentor to KB in his formative days in the team from 1965. Both the Brabham 1.5 Ford and Mildren Maserati sporty Kevin first raced were cars FG also drove so he had much to pass on to the youngster who had raw talent, speed and car control to burn. Here the guys are deep into the Creek Corner braking area at the end of Hume Straight- the noses of their steeds close to the bitumen as the pitch angle increases.

 

By 1972 Gardner was about to step back from single-seaters, in fact he ‘retired’ from them after the following weekend at Sandown selling the works machine to Gary Campbell and sitting out the final Adelaide round. Mind you he did a race in the prototype T330 in late 1972 (third at the October Brands European F5000 championship round behind Redman’s Chevron B24 and McRae McRae GM1) just to make sure this masterpiece of an F5000- the greatest ever, was behaving as its designers intended. That chassis T330 ‘HU1’ is well known to Aussies as Max Stewart’s car, a very successful machine which is still in Oz.

 

(R Thorncraft)

 

Whilst the benchmark F5000’s from 1969 through 1971 (M10A and the refined M10B) the ex-Niel Allen chassis ‘400-02’ was getting a bit long in the tooth by the time KB acquired it after the 1971 Tasman Series from Allen. But the 1971 NZ GP winner was an astute purchase by KB as a trick/schmick M10B with all of the works and some home-grown developments and which had been beautifully prepared by Peter Molloy.

 

Bartlett pedalled it hard too, he was the only M10B driver to take a ’72 Tasman round win amongst all the newer kit- the Teretonga round at Invercargill. Thirds at Wigram and Warwick Farm were his other best results with four DNF’s out of the eight rounds. F5000’s always were brittle things, it was only unreliability which cost him the ’71 Gold Star Series, a championship won by his other Mildren Racing mate, Max Stewart in a reliable 2 litre Mildren Waggott TC-4V. By the start of the 1972 Gold Star in mid year a new T300 was in Kevin’s workshop back in Oz but not before he took in the first US ‘L&M’ round at Laguna Seca in the M10B (fifth) before switching to the Jones Eisert Racing T300 for subsequent US races.

 

Gardner didn’t have a great Australasian summer in T300 ‘HU1’- he boofed it during the AGP weekend at Warwick Farm in November 1971, after repair he won the NZ GP in it at Pukekohe in January 1972 and then his engine cut-out at high speed causing a big accident at Levin. He missed the balance of the Kiwi rounds whilst the car was re-tubbed around a fresh monocoque flown out from Huntingdon. The car was plenty fast though- he was second at Surfers Paradise, Warwick Farm and Sandown.

 

KB from FG on the exit of Creek (R Thorncraft)

 

The ‘Farm round was won by Frank Matich in his Matich A50 Repco from FG and KB but ‘the star’ of that series was Graham ‘Cassius’ McRae in his Len Terry designed Leda GM1 Chev aka McRae GM1. His Louis Morand Chevy powered car was both reliable and fast with wins at Levin, Wigram, Surfers and Sandown. It is fair to say the GM1 was the most successful F5000 car of 1972 with McRae also taking the US ‘L&M’ F5000 Championship- he was also third in the European title taking five of the fourteen rounds despite not contesting all of the them. More of the Warwick Farm Tasman in 1972; https://primotipo.com/2018/11/02/australias-mr-and-mrs-motorsport/

 

 

(R Thorncraft)

 

Credits…

 

All photos by Russell Thorncraft

 

Tailpiece: FG did get in front- KB’s McLaren from FG in front of a marvellous crowd…

 

(R Thorncraft)

 

Finito…

 

‘Start ya bastardo’ seems to be the expression on Glen Abbey’s face…

He and the other Alec Mildren Racing boys are trying to get Frank Gardner’s Brabham BT16 Climax alive for the start of the New Zealand Grand Prix at Pukekohe on January 7 1967.

It was a tough series for the Sydney crew- 1967 saw the V8 engines multiply that summer, the poor old, venerable Coventry Climax FPF 2.5 litre four potter- Tasman engine de jour for so long was overwhelmed by Repco-Brabham, Coventry Climax and BRM V8’s, the trend started the year before of course.

More would come in 1968 with the Ferrari V6 and BRM V12 adding to the onslaught but by then Mildren had a supply of Alfa Romeo Tipo 33 V8’s- not that they ever quite did the trick in the Tasman, but they were pretty handy at Gold Star level.

Wigram 1966, FG’s Brabham BT11A Climax 2.5 DNF accident, being hosed off by the 1.9 litre BRM P261 V8’s of Dick Attwood #2 2nd and Stewart #6 winner (unattributed)

 

FG and BT16 in New Zealand 1967, circuit unknown (E Sarginson)

In fact the little F2 based BT16 gave Gardner his best Tasman result ever, equal second.

Jim Clark won in a Lotus 33 Coventry Climax FWMV 2 litre, his yield was five wins, three in Tasman Cup championship events and 45 points, whilst equal second were Jackie Stewart, BRM P261 V8 2.1, two wins, Jack Brabham, Brabham BT23A Repco ‘640’ V8 with one and Frank who was winless but consistently quick throughout.

He was third at Lakeside, Warwick Farm and Sandown- three weekends in a row actually, and fourth at Levin, Wigram and Longford- his only DNF’s were in the NZ GP opening round at Pukekohe and Teretonga with engine and oil line problems respectively. Click here for Tasman 1967; https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

So the paddock photo is representative of dramas which came in the 21 lap preliminary on GP morning when a valve and piston came into contact- that was it for FG’s weekend. Stewart won the NZ GP from Clark and Richard Attwood’s BRM P261.

Back to Mildren and Gardner’s plans for the 1967 Tasman.

Frank and Alec figured they needed something light in all the circumstances so an F2 frame into which they could pop their FPF and Hewland HD5 gearbox made sense- FG had raced Alec’s Brabham BT11A’s in the 1965 and 1966 Tasmans, one of them was raced by Kevin Bartlett. In fact 1967 would be KB’s first full Tasman, as against just running the Australian rounds.

Frank’s European commitments didn’t extend to full F2 seasons in 1965 and 1966 but he did a ‘halfa’ season or thereabouts in 1965 racing several cars- a John Willment Lotus 35 Cosworth SCA, Ken Tyrell Cooper T75 BRM P80 and Midland Racing Partnership Lola T60 BRM P80. In 1966 he raced MRP Lola T60 and T61 BRM’s.

Whilst Mildren’s were a ‘Brabham and Alfa Romeo Shop’ (yes i know not exclusively) and the chassis selection may have been a foregone conclusion, perhaps FG’s closeup view- ‘up the clacker’ of Jochen Rindt’s Winkelmann BT16 at Reims for an hour and a half in July 1965 convinced him Ron’s chassis was the go. Jochen won the Reims GP in 1:33.55.7 from FG on 1:33.55.9 in the Midland Lola.

And so it was they did a deal to buy the John Coombes ‘F2-8-65’ BT16 which had been raced by Graham Hill in 1965 and 1966 in Euro F2 until Coombes replaced it with a new-fangled monocoque Matra MS5 midyear. Click here for articles on Euro 1 litre F2;

Lotus 35, SCA and P80 engines; https://primotipo.com/2017/11/06/jim-clark-lotus-35-and-the-cosworth-sca-f2-engine/

and Brabham Hondas; https://primotipo.com/2015/07/30/xxxii-grand-prix-de-reims-f2-july-1966-1-litre-brabham-hondas/

and the F2 Matras; https://primotipo.com/2019/05/24/surtees-matra-1966-and-thereabouts/

FG in Brabham BT19 Repco ‘740’- Jack’s 1966 ‘620 Series’ powered championship machine during the Oulton Park Gold Cup in 1967 (M Hayward)

 

Gardner, Ford GT Mk2, Le Mans 1967 (D Friedman)

‘F2-8-65’ was soon in Australia and made race ready by Glenn Abbey for the Hordern Trophy, for some years the traditional Gold Star Championship final, December, Warwick Farm round. Frank won from Kevin Bartlett and Spencer Martin in ‘identical’ Brabham BT11A’s entered by Mildren and Bob Jane.

The 1967 Tasman result was outstanding for FG and Mildren’s, it was again a reminder of his speed, consistency and maturity.

At the end of the summer off he went to Europe for what by then had become his ‘usual cocktail’ of touring cars, sports-prototypes and sportscars, F2 and occasional, usually non-championship F1 drives. To me FG had it all-what a mix of cars, and paid well to do it!

Bartlett in the Mildren Brabham BT11A Climax at Warwick Farm during 1967

The BT11A was one of Kevin Bartlett’s all-time favourite cars so it was no surprise Mildren sold BT16 instead- KB and Spencer went at it hammer ‘n tongs again in 1967- a battle between two mates told here; https://primotipo.com/2018/04/27/kbs-first-bathurst-100mph-lap/

Niel Allen was the purchaser albeit the car was usually driven for him by Fred Gibson. From Niel- I think he sold it when he bought Piers Courage’ McLaren M4A Ford FVA at the end of the ’68 Tasman, it went to Col Green then Neil Rear in Perth, in the US now innit for quite some while?

Etcetera…

(D Logan)

FG has crested ‘Lukey Heights’ and is plunging left towards Dandenong Road during the 26 February 1967 ‘Sandown Cup’, he was third behind Jim Clark’s Lotus 33 Climax FWMV 2 litre V8 and Leo Geoghegan’s Lotus 39 Climax FPF 2.5.

Credits…

Doug Shaw Collection, Euan Sarginson, Duncan Logan, oldracingcars.com

Tailpiece; c’mon baby, please!…

Glenn, Stu Randall and Ian Gordon (?), note the nose of the ‘Scuderia Veloce’ 250LM at left, at that stage the custodian was Kiwi racer Andy Buchanan.

Its a period typical Brabham, skinny (albeit not at all so by the standards of a modern Formula Ford) and sturdy spaceframe chassis with upper and lower wishbones and outboard coil spring/shocks with an adjustable roll bar. Alford & Alder steel uprights- you beaut cast magnesium ones arrived with the 1967 BT23/24.

Wonderul bits of chuckable kit straight outta the box- design by Tauranac and final suspension settings by John Arthur Brabham.

Finito…

(R Kaleda)

Kevin Bartlett awaits the start of the Country Club GT Trophy at Warwick Farm on 18 September 1966…

Magic shot from the collection of the late racer Ray Kaleda- that’s Glenn Abbey with the hand on the roof and Bob Jane’s Jaguar E Type Lightweight to the left, with Spencer Martin at the wheel- thanks to Glenn Moulds for identifying the meeting date and the race itself. I wrote an article a while back about the development of the Alfa TZ1/2; https://primotipo.com/2014/11/04/alfa-romeo-tz2-sebring-12-hour-1966/

Niel Allen’s Lotus Elan 26R entering the Farm’s Pit Straight but its a different meeting- Fred Gibson is at the wheel

 

(G Moulds)

 

(R Kaleda)

The front row- Niel Allen, on pole from Martin and Bartlett, the splash of red behind is Andy Buchanan’s Ferrari 250LM. That’s John Sawyer, Bob Jane Racing Team Manager in the blue trousers and shirt keeping an eye on Spencer. Click here for a piece on the Jag Lwt and Elan 26R; https://primotipo.com/2018/04/15/perk-and-pert/

(B Caldersmith)

First time down Hume Straight it’s Martin, Allen, Bartlett and Buchanan almost side by side, the Fred Gibson Lotus Elan and Brian Foley in the first of the Cooper S’.

Andy Buchanan in the Ferrari 250LM vacated by Spencer Martin at the end of 1965 and looking pretty as a picture as always. Car #3 is Ron Thorp’s AC Cobra. Piece on the Scuderia Veloce/David McKay LM here; https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/

(B Caldersmith)

Martin with a touch of the opposites out of Creek Corner ahead of Allen, the pair finished first and second followed by Kevin Bartlett’s TZ2, Andy Buchanan, 250LM Brian Foley’s Cooper S Lwt and Ron Thorp in his wonderful AC Cobra.

 

(B Caldersmith)

All concentration, Spencer was busy that weekend, he also raced the Jane Lotus Cortina but the Tasman Brabham BT11A Climax was left back in Brunswick.

Here he is on the exit of Polo sandwiched between Shepparton’s finest- Bryan Thompson in his ex-Beechey Mustang and Bob Beasley’s Cooper S. This Touring Car feature was won by Pete Geoghegan’s Mustang from Brian Foley’s Cooper S, Thompson, Beasley and Martin.

(unattributed)

 

(B Caldersmith)

Martin and Allen continue their race-long dice whilst lapping Noel Riley’s Honda S600- Noel Riley was a race and rally driver of some note as well as a handy race and rally engineer inclusive of a stint with Frank Matich during the F5000 years in his CV- not to forget the business he had with Colin Bond for a bit.

Etcetera…

Peter Manton’s Neptune Racing Morris Cooper S is not in this race but in the same batch of shots- too good a shot to waste in any event. Story about him here; https://primotipo.com/2017/11/29/mini-king-peter-manton/

Credits…

Ray Kaleda Collection, Peter Windsor, Glenn Moulds Collection, Rob Bartholomaeus

Tailpiece…

(P Windsor)

Kevin Bartlett chews the fat circa with Glen Abbey? 1966 in Alec Mildren’s Warwick Farm compound- TZ2 and the Brabham BT11A Climax whilst a grinning Fred Gibson in jeans and polo shirt wanders past. Magic.

Finito…

(R MacKenzie)

When shots of a bloke at the same circuit pop up randomly a week apart whilst looking for other stuff its an omen right?…

The photographs of Bob Muir a year apart at Warwick Farm aboard his Mildren ‘Yellow Submarine’ Waggott and Lola T300 Chev (below a bit) say much about his fast ascent during this career phase.

The first shot is during the F5000 Tasman 1971 ‘Warwick Farm 100’ in The Esses- he is on the way to sixth amongst the 500bhp beasties in the little, lithe, nimble 275’ish bhp 2 litre Waggott powered ‘Sub- the speck in the distance is, I think, Ken Goodwin’s Rennmax BN3 Ford DNS, it must be practice as he didn’t race. Frank Gardner won come raceday in his works Lola T192 Chev.

Bob raced a Rennmax Formula Vee initially after a dabble in a road Austin Healey Sprite and after showing immediate pace progressed through a Lotus 23B Ford in 1968/9 to a Rennmax BN3 which was raced with a Coventry Climax 2.5 litre FPF and later a 2 litre Waggott TC-4V acquired from Alec Mildren as the long time team owner and patron wound down his race operations.

The Waggott was then transferred to the Sub, when he bought it- his first meeting with that motor fitted appears to be the Mallala Gold Star round in 1970.

Jack Bono, Elfin, from Bob Muir, Mako then Elfin, Nota, uncertain and then probably Ken Goodwin, Rennmax back up the road Warwick Farm 1967 (oldracephotos.com/Phillips)

 

Muir, Lotus 23B Ford, Warwick Farm 1968 (oldracephotos.com/DSimpson)

 

Muir, Rennmax BN3 Waggott during practice for the Oran Park 1970 Gold Star round- Q4 but DNS after a run bearing (oldracephotos.com/DSimpson)

Money was always tight as Muir’s motor-dealership provided the funds to race, he did so when he could afford to.

Throughout 1970 he ran his Waggott engined BN3 at Warwick Farm and Sandown for strong thirds stepping into the Sub for the first time at Mallala in October and then the AGP at Warwick Farm in November where a blown tyre caused an accident in the race won by Frank Matichs’ McLaren M10B Repco-Holden.

He sensibly did not contest the Kiwi 1971 Tasman rounds as by then the ‘more modern’ F5000’s had eclipsed the 2 litre cars which could still, in the right circumstances, give a good account of themselves the year before- he raced at the Farm for sixth

Contradicting myself, Max Stewart won the 1971 Gold Star in the Mildren Waggott despite Bartlett’s McLaren M10B being demonstrably the quickest car that season- reliability let him down, and Bob would have given Max a shake had he the wherewithal to run the Mildren. His sole GS 1971 appearance was at Oran Park in Ken Goodwin’s BN3 fitted with his Waggott which blew in testing so he didn’t race, by June the Sub was advertised for sale in Racing Car News ‘Sell as is. Needs rebuild, engine repair’- Ray Winter bought it and did very well in it as an ANF2 car fitted with, in time, a Hart 416-B Lotus-Ford twin-cam. The Sub in period only had aces behind the wheel- Gardner, Bartlett, Muir and Winter.

Bob had bigger plans to have a crack at F5000 with a new car rather than the ‘hand me downs’ he had raced hitherto.

Muir’s Lola T300 Chev, DNF battery from 1972 Tasman Champ Graham McRae, Leda GM1 Chev 4th. Matich won from Gardner and Bartlett- Matich A50 Repco, Lola T300 Chev and McLaren M10B Chev (L Hemer)

Niel Allen’s misfortune created an opportunity for Bob.

Allen missed racing after his retirement at the end of the 1971 Tasman so he acquired a new Lola T300, chassis ‘HU-4’.

Whilst testing the car he lost control of the twitchy jigger- quite a different beast to the McLaren M10B had jumped out of twelve or so months before. Muir bought the car when Niel said ‘enough’ and rebuilt it around a new tub- he was ready for the Australian 1972 Tasman rounds where he was immediately quick- Q4 at both Surfers and Warwick Farm.

This was mighty impressive as the competition were ‘match fit’ having done four rounds over the five preceding weeks so the fact that a young fella had jumped right into these thoroughly demanding machines and was immediately on ze pace was a mighty strong effort.

Great Dick Simpson shot shows Bob hoiking an inside left at Oran Park with Kevin Bartlett’s T300 up his clacker during the 1972 Gold Star round. Bob Q2 behind Matich and DNF tyre/brakes. Matich, A50 Repco won from Bartlett and Max Stewart, Elfin MR5 Repco (oldracephotos.com/DSimpson)

 

Lynton Hemer’s shot of Muir heading thru BP and onto Oran Park’s main straight during the 1972 Gold Star round highlights some key aspects of the T300 design- the F2 T240 derived aluminium monocoque chassis, mid-ship, hip mounted radiators the ducting of which gives this whole series of cars (T300/330/332) their thoroughly sexy look- the cars worked rather well too. 5 litre Chev sits reasonably high, in this case fed by four 48IDA Weber carbs (L Hemer)

He spun at Surfers, had a battery problem at the Farm and an engine failure at Sandown’s AGP from Q5 but a point had been made despite not having the dollars to do the final Adelaide round.

His Gold Star appearances were similarly sporadic- Sandown Q2 and second behind the dominant Frank Matich A50 Repco, Q2 and DNF at Oran Park and that was it apart from some ‘Repco Birthday Series’ events at Calder.

He went jumped up into the big league in 1973 contesting most of the US F5000 ‘L&M Championship’ in a new Lola T330 Chev. The car was bought by Australian Garry Campbell and, a bit like the Allen Lola twelve months before, Campbell crashed in testing at Oran Park- Bob repaired it with the assistance of John Wright, later to be a very fast F5000 driver himself and shipped it to the US with a couple of nice, strong Peter Molloy 5 litre Chevs.

He hooked up with Chuck Jones and Jerry Eisert (the exact nature of the commercial relationship is not entirely clear) and together ‘Jones-Eisert-Racing’ attacked the L&M.

In an amazing run of raw pace Bob qualified fourth at Michigan International on 20 May for third in heat and DNF final, then off to Mid Ohio for Q3 and DNS heat and final and then off to the demanding Watkins Glen, a circuit on which he had not competed before for Q2 behind Jody Scheckter and ahead of Brett Lunger, Brian Redman, Peter Gethin, Mark Donohue, Tony Adamowicz, David Hobbs, Kevin Bartlett, John Walker, Vern Schuppan, Frank Matich and others.

Whilst Jody Scheckter was THE find of the series Bob’s performance was amazing, to say the least

His seasons in the US and the UK in F5000, Formula Pacific and a fleeting but impressive F2 appearance or two- is a story for another time.

Michigan International during the 1973 US L&M F5000 Championship, 20 May. Lola T330 Chev- a Peter Molloy Chevy at that. Scheckter, Trojan T101 Chev won from Derek Bell, Lola T330 Chev and Peter Gethin, Chevron B24 Chev. Muir Q4 3rd in heat and DNS final (M Windecker)

 

Etcetera…

 

(J Lemm)

Still wearing Bartlett’s usual #5, Bob sets to work on the Sub during the October 1970 Mallala Gold Star round- his first meeting in the car. Rare photo semi-nude.

 

‘Racing Car News’ June 1971 read it and weep…

 

(oldracephotos.com/Hammond)

Cruisin’ the Calder paddock during one of the ‘Repco Birthday Series’ (fiftieth) F5000 races during 1972, Lola T300 Chev. KB won this four or so championship rounds title from Frank Matich and Muir- all events held at Calder title.

 

(L Hemer)

Bob during the 1972 Warwick Farm Tasman round, not sure if it was practice or the race which was wet- Lynton has captured the reflections beautifully.

Credits…

Rod MacKenzie, oldracephotos.com/Dick Simpson/Hammond, Lynton Hemer, John Lemm, David Cutts

Tailpiece…

(oldracephotos.com/DSimpson)

The Muirs Sports Cars Mildren Yellow Submarine leads Teddy Pilette, Team VDS McLaren M10B Chev through the Warwick Farm Esses during the 1971 ‘100’ Tasman round- sixth and fifth respectively- a good dice, there were two seconds between the cars at the races end. Gardner won in his works Lola T192 Chev from Chris Amon, Lotus 70 Ford and Bartlett’s Mildren Chev.

Finito…

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(Rainer Schlegelmilch)

Andrea de Adamich hustles his McLaren M14D Alfa through the Zandvoort sand dunes and flowers, Dutch GP practice June 1970…

This is yet another of my ‘nutso’ articles in terms of flow.

It started as a quickie around some of Rainer’s (Schlegelmilch is a favourite of mine as you may have guessed) shots of the McLaren Alfa. Then I got interested in Andrea’s career, so off I went that way.

Then I thought ‘the F1 program really started in Tasman Formula single-seaters here in Australia’- that is Alec Mildren’s Brabham BT23D and Mildren ‘Yellow Submarine’ with the engines Autodelta-Alfa Romeo T33 2.5 V8’s- but I didn’t want to go too far with that as I want to do the topics justice, with Kevin Bartlett’s intimate knowledge of both the program and cars. So that aspect of this article is no more than a teaser.

Anyway, here ’tis, a bit weird, and with the ‘full job’ on the Alfa engined Mildren Brabham and Sub still to come…

The McLaren/Alfa Romeo partnership started reasonably well at Montjuic Parc in Barcelona but the grid had ten places reserved for seeded drivers and only six for the other twelve competitive cars, Andrea’s thirteenth quickest was just 0.05 seconds too slow to make the cut.

Same problem at 1970 Monaco with the same system- again he was thirteenth fastest overall but this time he fell short by 0.1 seconds.

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Andrea, Dutch GP practice June 1970. M14D Alfa DNQ (Rainer Schlegelmilch)

The team missed the Belgian Grand Prix on June 7, McLaren took the time to adapt the Alfa Romeo V8 to its latest M14 chassis, which they designated ‘M14D’, unfortunately again failing to qualify for the Dutch GP at Zandvoort by 0.01 seconds where most of these shots were taken.

Peter Gethin was the quickest of the Cosworth engined McLarens with Denny Hulme missing the meeting due to hands burned at Indianapolis. Gethin’s car qualified eleventh but retired on lap 18 after an accident, writing off Denny’s M14 in the process so the M14D was quickly converted back to Cosworth spec to give Denny a competitive car when his hands recovered.

Back in the older chassis, de Adamich qualified his M7D at Clermont-Ferrand sixteenth, a good effort but only completing 29 laps retiring after a water pipe came adrift and he lost 9 laps in the pits.

He qualified eighteenth at Brands Hatch, again in the M7D but was a non-starter with a leaking bag fuel tank.

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The bespectacled Italian lowers his lanky frame into the McLaren M14 monocoque, Dutch GP 1970 (Rainer Schlegelmilch)

 

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George Eaton’s BRM P153 passes the #21 de Adamich McLaren M14D Alfa and #20 Hulme McLaren M14A Ford, Zandvoort pitlane, Dutch GP practice June 1970 (Rainer Schlegelmilch)

The 1970 German GP was held at the fast Hockenheim circuit which places an emphasis on power/top speed, the Alfa engine lacked sufficient punch, Andrea again failing to qualify, he had complained about handling and the engine not pulling properly.

The speed of the chassis was ‘thereabouts’ though, Hulme finished third in a Cosworth DFV powered M14.

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#20 de Adamich McLaren Alfa Hockenheim, German GP practice 2 August 1970 and Donatella de Adamich in the Zeltweg pits 18 August 1970 (Rainer Schlegelmilch)

Zeltweg’s 6Km layout places a similar premium on power and high speed handling too, the car qualified well in fifteenth for the Austrian GP, finishing twelfth, the decision to change the engine before the race went awry when the replacement pulled 1000rpm short of the engine used in practice giving Andrea a long race labouring down the back.

Allen Brown wrote that a lot of work was done by Autodelta in the lead up to the team’s home race at Monza with emphasis on the sumps- which had been identified as the main problem. Andrea qualified twelfth and finished eighth having run well for the first few laps in the race won by Regazzoni’s Ferrari 312B albeit seven laps in arrears. It was Regga’s first GP win. Nanni Galli, another Autodelta racer had a go in the M7D but did not qualify having experienced camshaft trouble.

In Canada Andrea again qualified twelfth of twenty, starting really well and ran as high as ninth, but he hadn’t started with full tanks knowing he had to stop for fuel but diddn’t get to that point, pitting with low oil pressure from eighth position after completing 69 laps.

At Watkins Glen he failed to qualify after big dramas gave him limited circuit time- first a fuel leak and then a behind dash fire, perhaps as a consequence the team didn’t take the Alfa powered chassis to the season ending race in Mexico City on 25 October.

McLaren had no incentive to continue with development of the Alfa engined car given the competitiveness of its Ford Cosworth DFV engined machines, a purpose built F1 engine- Alfa’s engine stated life as a more robust long distance unit, and was never, without the commitment of sufficient money and engineering resources going to approach or eclipse the dominant DFV.

andrea portrait

de Adamich at the wheel of his Alfa 33TT3 , Targa 1972. He was 3rd in the car shared with Toine Hezemans (velocetoday.com)

Andrea de Adamich…

Tall, scholastic and patrician, the bespectacled Italian began racing whilst still a law student, making his name driving a works Autodelta Alfa Romeo in the European Touring Car Championship, which he won in 1966 at the wheel of a GTA.

andrea ti super

Andrea de Adamich corners the Alfa Ti Super he shared with Carlo Scarambone in the Tour de France 20 September 1964 . Nouveau Monde Hairpin, Rouen (Rainer Schlegelmilch)

He attracted Ferrari’s attention with some promising runs in Alfa T33 sports cars (which he continued to race whilst pursuing a single-seater career) and was recruited to the Scuderia for the non-championship 1967 Spanish GP, at Jarama north of Madrid.

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Traga 1967 in the 2 litre Alfa T33. DNF suspension failure in the car shared with Jean Rolland. Race won by the Hawkins/Maglioli Porsche 910 (Getty)

In 1968 Andrea was scheduled to drive full-time for Ferrari alongside Chris Amon and Jacky Ickx, but he crashed during practice for the Brands Hatch ‘Race of Champions’ and suffered neck injuries which took a long time to heal fully.

He returned to racing, winning the Argentine Temporada series the following winter with the powerful F2, works Ferrari Dino 166. de Adamich’ Ferrari 166 F2 Season was covered in this article on that car; https://primotipo.com/2014/07/09/temporada-f2-series-argentina-san-juan-1968/

andrea dino

de Adamich’s Ferrari 166 winning in front of F2 king Jochen Rindt’s Brabham BT23 Ford FVA, San Juan Argentina, Temporada Series 1968 (Andrew Marriott)

‘In 1970 McLaren was offered the opportunity of experimenting with an Alfa V8, a possibly tempting alternative to the then-ubiquitous Cosworth DFV, and one of the Italian engines was installed first in an M7D chassis and latterly an M14D for de Adamich to drive’, wrote McLaren.

‘To say this technical combo achieved modest results would be a dramatic understatement. The McLaren Alfa generally failed to qualify and when it did, could only muster twelfth in the Austrian GP followed by a distant eighth place in front of the Alfa top brass at Monza. McLaren, still reeling from Bruce’s death that summer, reckoned that the Anglo-Italian alliance was all a bit of a waste of effort and called time on the partnership at the end of the season’.

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de Adamich at the wheel of the T33/3 he shared with Gijs van Lennep in the 1971 Targa, 2nd to teammates Vaccarella/Hezemans (Rainer Schlegelmilch)

De Adamich took his Alfa engines off to March in 1971, with no significant improvement in their performance.

Andrea was thirteenth at Kyalami and eleventh at Watkins Glen whilst Nanni Galli was fifth in the non-championship Jochen Rindt Trophy at Hockenheim in July gaining the best ever F1 result for these engines.

Nanni was eleventh, twelfth and twelfth at Silverstone, the Nürburgring and the Osterreichring in a good run of finishes at least in July/August but then had three downers to end his season at Monza, Mosport and the Glen.

The engine was again unreliable with DNF’s for Andrea at Montjuic, Paul Ricard, the Nurburgring and Monza. He was unclassified at Silverstone.

image

De Adamich, March 711 Alfa, German GP Nurburgring Q20 DNF  fuel injection lap 2. Stewart won in a Tyrrell 003 Ford (unattributed)

 

The business end of the De Adamich March 711 Alfa in the 1971 Nürburgring paddock

March team leader, and one of the fastest guys on the planet at the time, Ronnie Peterson used the Alfa engines in chassis ‘711-6’ at Hockenheim, Zandvoort and at Paul Ricard, where he raced that chassis from grid 12.

He only lasted 19 laps before engine failure, Andrea started from grid 20 which provides some measure of how much more improved the performance of the car/engine could have been with an ace behind the wheel- whilst putting reliability to one side

The Italian driver switched to Team Surtees in 1972 which got him back behind the wheel of a Cosworth-engined car, a step in the right direction.

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French GP, Clermont Ferrand July 1972. de Adamich Surtees TS9B Ford Q12 P14, ahead of Derek Bell who was a race non-starter in his Tecno PA123 V12. Jackie Stewart won the race in Tyrrell 003 Ford.  (Rainer Schlegelmilch)

For 1973 de Adamich switched to the Bernie Ecclestone owned Brabham team after driving for Surtees in the season opener at Kyalami. His Brabham BT42 fell victim to Jody Scheckter’s first lap McLaren M23 Ford multiple car shunt at the end of the opening lap of the British GP at Silverstone, Andrea suffered serious injuries which brought an end to his career.

In more recent times he has built an impressive business career.

In 1990 he bought the circuit at Varano and created a highly specialised  driving school for the owners of Ferrari, Maserati, Alfa Romeo and Abarth cars. He also puts on special days for Philip Morris, a legacy of his longstanding relationship dating back to the days when he and Giacomo Agostini were the first Italian contracted Marlboro drivers/riders.

Kevin Bartlett setting off to test the Mildren Brabham BT23D Alfa Romeo just vacated by Frank Gardner after the 1968 Tasman Series at Oran Park before the Gold Star series- she grew wings as the year progressed. Bob Grange at right (P Garrad)

The 1960’s Alfa Romeo Engined Single Seater V8’s…

Alfa’s Tipo 33 V8 was first used in elite single seater racing by Australia’s Alec Mildren Racing Team.

Mildren, a Sydney Alfa Romeo dealer, former Australian Gold Star Champion and AGP winner ran one of the most professional teams in Australia. He had impeccable Alfa Romeo/Autodelta connections having acquired and raced two GTA’s and a TZ2 in the early to mid-sixties and in the process ‘polished’ Alfa’s Australian brand, one of the greatest of the Grand Marques but then relatively new to the ‘Oz market.

Click on this link for an article about the Mildren Autodelta Alfa’s;

https://primotipo.com/2014/11/27/the-master-of-opposite-lock-kevin-bartlett-alfa-romeo-gta/

and on Alec Mildren; https://primotipo.com/2018/06/08/mildrens-unfair-advantage/

Mildren’s 2.5 litre Coventry Climax FPF engined Tasman Brabhams were being given a very hard time by the Repco Brabham and BRM V8’s amongst others circa 1966, so he sought an appropriate response- a sprint variant of the Tipo 33 engine was the obvious choice given his Alfa connections.

Mildren ordered three 2.5 Tipo 33 V8’s which were initially fitted to a bespoke Brabham BT23D chassis, a variant of Ron Tauranac’s new for 1967 Ford FVA powered BT23 F2 car.

The machine was first raced in the 1967 Hordern Trophy Gold Star round at Warwick Farm, Frank Gardner won, which was a portent of the cars 1968 Tasman Series speed- he was fourth in the championship against stiff opposition including two works Lotus 49 Ford DFW’s in the hands of Messrs Clark and Hill, Chris Amons Ferrari Dino 246T, works BRM’s and the rest. The engines were then fitted to the Mildren ‘Yellow Submarine’, a monocoque car built for the team by Alan Mann Racing, designed by Len Bailey, for the 1969 Tasman Series where again Frank was ‘best of the rest’ behind the Lotuses, Ferraris and Piers Courage in a Frank Williams Brabham BT24 Ford.

After both cars were raced by Frank Gardner in the Tasman they were ‘handed over’ to Kevin Bartlett for the Gold Star Championship when Gardner returned to the UK at the end of each Australasian summer.

Bartlett won the Gold Star in 1968 and 1969 with each chassis respectively, for the sake of completness, in 1969 the ‘Sub’ was also powered by Merv Waggotts’s TC-4V 2 litre DOHC 4 valve 275 bhp engine for part of the season and into 1970 and beyond.

image

(Ian Peak/The Roaring Season)

The 2.5 litre, 2 valve, 4 cam Lucas fuel injected, twin-plug Alfa Tipo 33 V8 installed in Alec Mildren’s Gardner driven Brabham BT23D at Teretonga during the 1968 Tasman.

Gardner was equal fourth with Graham Hill in the series behind Clark, Amon and Courage in Lotus 49 Ford DFW, Ferrari Dino 246T and F2 McLaren M4A Ford FVA respectively.

image

(Dick Simpson)

What a beautifully integrated bit of kit the Mildren Brabham BT23D Alfa was?

Here just before it progressively grew wings. Kevin Bartlett drove the wheels off the thing, here at Hell Corner Bathurst during the 1968 Easter Gold Star round. KB was on pole by 9! seconds but DNF with a broken rear upright, Phil West took the win in David McKay’s ex-JB Brabham BT23A Repco.

Bartlett won the 1968 Gold Star in this car and was equal ninth in the 1969 Tasman in winged form.

image

(Wirra)

Frank Gardner in the Mildren Alfa ‘Yellow Submarine’ in the Warwich Farm pitlane during the ’69 Tasman round on 9 February. The Aussie international was third behind Rindt’s Lotus 49 DFW and Derek Bell’s Ferrari Dino 246T. Gardner was sixth in the 1969 Tasman behind Amon, Rindt, Courage, Bell and Hill in Ferrari Dino 246, Lotus 49B DFW, Brabham BT24 DFW, Ferrari Dino 246 and Lotus 49B DFW respectively.

Kevin Bartlett had this to say about the Alfa Romeo 2.5 litre Tasman V8 and Waggott DOHC 4 valve engines.

‘My memory tells me the Alfa had around 350lbs (of torque) and the Waggott about 230lbs. Usable power range was quite different with the Alfa workable between 4500-8800 rpm and Waggott 6800-8750rpm. Not perfectly accurate as i work from  memory but around that kind of difference’.

‘The driving difference was the main change, as the power to weight felt little different behind the wheel, mainly due i suppose to the fact full throttle was used much sooner with the 4 cyl 2000cc Waggott. The turn in changed to a marked degree with the lighter power plant (Waggott) having less moment of inertia allowing the car to be literally flung into a turn. As it happens i am the only driver to experience both configurations.’ (Gardner having raced only the Alfa variant)

‘Len Bailey was the (Mildren’s) designer of the tub, which flexed a little at the rear with the Alfa’s torque, less so when the Waggott went in, with suspension being a (Brabham designer) Ron Tauranac adaption’.

Alfa Romeo claimed 315bhp at 8800 rpm for the 2.5 litre variant of the V8 engine. Click here for a short piece on the Sub; https://www.oldracingcars.com/mclaren/m14d/

Bartlett doing his thing aboard the Mildren ‘Sub’ Alfa at Oran Park. Its an interesting photo in that this car was winged by the end of the 1969 Tasman- and KB is driving it after that- perhaps a day of back to back testing? The car, like all such machines globally, lost its big wings after the 1969 Monaco GP weekend where such aero was banned. Superb machine superbly driven by KB- Oz Gold Star and Macao GP winner in 1969 (D Simpson)

 

mac engine

Alfa Romeo 3 litre 4 valve F1 engine in a McLaren chassis in 1970 (unattributed)

A similar 3 litre 4 valve per cylinder, 32 valve engine- the Mildren V8’s were all chain driven 2 valvers, was developed for Cooper in F1 but wasn’t used before the teams demise.

Lucien Bianchi tested an Alfa Romeo engined T86C (T86C-F1-3-68) once but was unimpressed given its lack of power. Two further, more powerful motors were built but didn’t survive the bench tests, Alfa then withdrew their engines from that proposed program.

The 1970 variant of the engine was all aluminium with a bore/stroke of 86mm x 64.4mm for a total of 2998cc. Five main and camshaft bearings were used. The four valves were inclined at 30 degrees, the inlets were 32mm and exhausts 27mm in size, Alfa claimed an output of 400bhp @ 9000rpm in sportscar form.

With gear driven cams for F1 use Autodelta claimed 430bhp @ 10500 rpm at a time the Ford Cosworth DFV gave circa 440, the Matra V12 445-450 and Flat-12 Ferrari 460bhp @ 12000 rpm. It wasn’t enough really but Alfa had put their toes back into F1 water and would return soon with works Brabhams, as they had started with a Mildren Brabham a decade before…

Cutaway of the first 2 litre variant of the Tipo 33 V8 with detailed specifications as per text but chain driven DOHC, two valve, twin plug and Lucas fuel injected with engine a non-load bearing member of the car.

Etcetera…

The seven or eight race Tasman Cup was conducted over eight or nine weeks with a ‘hop across the ditch’- the Tasman Sea between New Zealand and Australia, put great pressure on team logistics and repaid a mixture of speed and, critically, reliability and consistency.

Major chassis damage and engine unreliability were severely punished and it was the latter which meant that Mildren/Gardner’s campaigns in the Brabham BT23D and Mildren did not fare better, FG only finished half the races in each year.

Both cars were mighty fine machines but the Lotus 49 was the F1 car of the era and the F2 based Ferrari Dino 246 was far from shabby. In addition, Frank, whilst the equal of most on his best days, was not of the same level as Clark, Rindt, Hill, Amon, Brabham, McLaren or Rodriguez, to rattle off some of the competition in 1968 and 1969.

Was the Mildren Yellow Submarine a race winner in 1969?- yes, if the planets were aligned- and it were ‘winged’ from the start of the series. Quite how FG, having had a front row seat racing in Europe in ‘the year of the wing’ in 1968, arrived in Australia without said appendages on the Sub is an interesting question.

By Lakeside- at the halfway mark of the series the car was winged- they grew again at Warwick Farm as below where FG is leading Graeme Lawrence’ McLaren M4A Ford FVA but it was all a bit late. They were third and eighth in the sodden race won by the dominant Jochen Rindt’s Lotus 49B Ford DFW. Derek Bell’s Dino 246 was second.

And in any event the reliability wasn’t there…

Would, say, Rindt have made the Sub sing? Absolutely- but he didn’t have Frank’s mechanical sympathy so he would rarely have finished I suspect.

So, perhaps the Alfa Romeo engined cars under-delivered in the Tasman Cup but Bartlett’s 1968 and 1969 Australian Gold Star wins were glorious and enhanced the Alfa Romeo brand for a generation of impressionable youth, me included…

(B McInerney)

Photo and other credits…

Rainer Schlegelmilch, velocetoday.com, mclaren.com, Doug Nye ‘History of The GP Car’, Dick Simpson, Wirra, Kevin Bartlett, Peter Garrad, LAT, Brian McInerney

oldracingcars.com. See Allen Brown’s M7D and M14D detailed chassis records;

https://www.oldracingcars.com/mclaren/m7d/  and https://www.oldracingcars.com/mclaren/m14d/

Tailpiece…

andrea targa

de Adamich/Vaccarella  Targa 4 May 1969. DNF lap 6 with engine failure. Alfa T33 2.5 V8 Spider (Schlegelmilch)

Finito…

(J Saldanha)

This Macau Grand Prix has always had the exotic allure of the east for me.

The artwork by Joao Saldanha depicts Hong Kong’s John Macdonald, one of Macau’s stars, winning the 1973 Grand Prix aboard his Brabham BT40 Ford, he is approaching the Lisboa Hotel right-hander at the end of the straight.

Joao comments that ‘The British driver from Hong Kong is  the only one to have won the Macau GP in the events three categories, the Grand Prix (1965, 1972, 1973 and 1975), the Motorcycling GP (1969) and the Guia Touring Car Race (1972) which granted him the “King of Macau” title…’

I remember reading about Macau in the publication which got me interested in motor racing, the ‘Australian Motor Racing Annual 1969’ of Kevin Bartlett’s win in the Mildren ‘Yellow Submarine’ Alfa Romeo V8 and thinking how cool it would be to race in Australia and up in Asia.

One minute board is up Macau GP 1969. Kevin Bartlett, the winner at left in the Mildren Alfa V8, John Macdonald, Brabham Ford FVA and O Masuko, Mitsubishi Colt F2C- the Colt behind is S Kato, #66 is Albert Poon, Brabham BT30. Bartlett won from Poon and Kato  (SCMP)

 

Porto Interior-Macau’s old inner harbour with China in the background. Lots of traditional Chinese junks and the old steam ferry to Hong Kong 1973 (K Petersen)

 

Dieter Quester, BMW 270- 2 litre 265bhp engine, 1970 victor. BMW raced these cars with 1.6 litre M11 engines in Euro F2 during the late sixties into the dawn of the seventies. Not a bad backdrop for a car race! (SCMP)

Whilst the race is on the bucket list i’ve never quite made it despite being in and out of Singapore and KL- not too far away, very regularly from 1990 to 1992- the Formula Atlantic/Pacific era would have been the one to see too. F3 just didn’t float my boat as much as the F Pacs did- but I still do want to go.

1958, G Baker, Ferrari Monza, T Reynolds, Jaguar XK140 and N Barnes, Porsche 356. Nose of Aston DB3S is Chan Lye Choon- the winner (unattributed)

 

 

1957. G Baker, Ferrari Mondial, A Pateman, Mercedes Benz 300SL and R Hardwick, AC Ace. On row 2 F Wong, Ford Spl and M Redfern, Jag XK140. #6 is Teddy Yip, Jag XK140. #22 is F Pope, Jag Spl. Pateman won (unattributed)

 

Triumph TR and Martin Redfern Lotus 11 in the Guia hill section, Maternity Bend, near the Police Barracks says Kevin Bartlett. Portuguese Police doubled on crowd control and ‘flag marshalls’ in the early days of the race (unattributed

The first event, held in 1954 was initially conceived as a treasure hunt around the streets and Guia hillside of the city by friends Fernando de Macedo Pinto, Carlos da Silva and Paulo Antas.

Not long after, having given Paul Dutoit of the Motor Sports Club of Hong Kong a lap of the suggested the 3.9 mile track, he excitedly exclaimed, ‘This is not a treasure hunt. What you have here is a Grand Prix!’.

And so it was that the first Macau Grand Prix meeting on 30 and 31 October 1954 comprised two events- the ‘Speed Regularity Trial’ was for production cars on the Saturday, the feature event, the Grand Prix the following day.

Robert Ritchie won the reliability trial in a Fiat 1100, thereby becoming the first to win a ‘race’ at Macau and Eddie Carvalho the GP in a Triumph TR2, in fact TR2’s took home first to third places in the four hour race- Carvalho from Dutoit and da Rocha. From these far from modest beginnings began a great annual carnival.

1954 GP with Le Mans start at 3 minutes after noon on Sunday 31 October 1954. R Pennels, Healey 100, G Bell, Morgan, then the E da Rocha, P Dutoit and E Carvalho Triumph TR2’s, F de Macedo Pinto, MG Spl, A White/J Bartlett Riley 2.5 and the rest (C&N)

 

Pennels Healey chases Carvalho’s winning TR2 through the Guia hillside in 1954. The trackside dust caused plenty of visibility problems (C&N)

 

The permanent pit and grandstand complex was indicative of a strong level of Government support- commenced in 1956, it was extended in 1958. Porsche 550 is Grant Wolfkill in 1960 (C&N)

In 1960 the GP was included on the international racing calendar as a ‘national race with foreign participation’ and thus became subject to FIA rules.

The South China Morning Post suggested the race as an amateur event until 1966 when Belgian driver Mauro Bianchi entered an Alpine A220. Alpine Renault sent engineer Jean-Paul Castilleux to assist Bianchi in the cars preparation, his win led to greater exposure and increased professional team presence in the ensuing years.

The same circuit layout is used now as back then and comprises two distinct sections.

The back stretch around the seaward slopes of the Guia Hill is a roller-coaster ride of up hill and down dale curves and corners. In 1954 this seaction was not paved. The fast outer section along the harbour had a wide straight avenue with a relatively smooth sealed surface ‘Though the approach to what is now known as Fisherman’s Bend was often under a few inches of water since reclamation of this part of Macao from the sea had only recently taken place’ (!) Philip Newsome wrote.

The track is a flat-out roller coaster which has been likened to a cross between Monaco and Spa- it combines the technical complexity of a street circuit with the speed of the most challenging track in the world.

Most unforgiving, Arsenio ‘Dodjie’ Laurel’s death in 1967 was the circuits’ first tragedy.

‘Skips and Kiwis were regular and successful competitors in increasing numbers throughout the sixties- the Formula Libre regulations assisted in the events growth as one could race whatever you owned within reason.

The event evolved from a sports car race in the initial seven years, to Formula Libre from 1961 to 1973, Formula Atlantic/Pacific- a ‘Golden Era’ through to 1982 and Formula 3 since then.

In the ‘BDA years’ big names or up-and-comers included Ricardo Patrese, Alan Jones, Vern Schuppan, David Purley, Steve Millen, Andrew Miedecke, Roberto Moreno, Derek Daly, Keke Rosberg, Brett Lunger, Kevin Cogan, Tiff Needell, Geoff Lees, Sataru Nakajima, Desire Wilson, Jean-Pierre Jarier, Roberto Guerrero and others.

Ricardo Patrese, Chevron B40 Ford BDA, 1977 winner. This car was raced by Ken Smith and was later acquired by Brian Sampson in Melbourne until Peter Whelan convinced Sambo to release the car from his Aladdins Cave in Moorabbin. Peter and the Murphy brothers in Adelaide did a beaut job restoring it, Whelan raced the car for some years in Oz historics, its now in a museum in Macau I believe (SCMP)

 

Vern Schuppan, enters Melco on his way to taking pole, March 722 Ford 1972. John MacDonald won that year in a Brabham BT36 (SCMP)

 

Vern Schuppan, March 722 ahead of the John Dimsdale Lotus 69 in 1972

Graeme Lawrence, March 76B Ford 1977 (SCMP)

 

Teddy Yip again, this time in a Porsche 906, unplaced in 1972. Is this the car he acquired from Alan Hamilton?

 

Mal Ramsay, Elfin 600C Ford 1970. This practice accident was caused when the Aussie co-founder of Birrana cars borrowed some goggles which slipped off- he instinctively sought to grab them and before he knew it he was off course. He was ok and the car not too badly damaged (SCMP)

Lots of Australasians raced up there (i’m including up there as Macau, Singapore, Malaysia and Japan) including internationals Vern Schuppan, Alan Jones and Bruce Allison.

Nobody did better business in the region for a couple of decades than Graeme Lawrence ‘who should have been given the keys to the city’ with multiple Singapore GP wins, victories in Malaysia but no win at Macau. Mind you, John Macdonald’s achievements across disciplines trumps even Graeme.

Max Stewart was very popular too- no win in Macau,, but one in Singapore. Speaking of which, Garrie Cooper won on the tough Thompson Road, Singapore track in 1968 aboard the very first Elfin 600- Garrie sold quite a few cars up there, particularly 600’s- twin-cam, Repco and Ford FVA engined (Hengkie Iriawan’s 600C).

Lanky Max acknowledges the plaudits of the crowd after finishing second in 1972. Results say Dolphin but it looks like a Rennmax BN3 Ford to me

 

Harvey Simon, Elfin 600B Ford sixth place in 1972 (SCMP)

 

 

 

Michael Schumacher aboard a Reynard 903 VW in 1990- won from Eddie Irvine and Mika Salo

 

European F3 was adopted in 1983- none other than Ayrton Senna won the GP in a Ralt RT3 Toyota. Michael Schumacher followed suit in 1990. Over the years the event has taken on great stature- a win in Macau means a lot- the list of later F1 drivers who raced there is long and deep, too long to include.

Motorcycles first raced at Macau in 1967- bonkers! Aces like Kevin Schwantz, Carl Fogarty, Ron Haslam and Michael Rutter have all participated.

The Singaporeans were onto the opportunities of Touring Cars from early in the piece with guys like Brian Foley and John Leffler visitors- in Macau the ‘Guia’ Touring Car races commenced in 1972.

The photo below is of Allan Moffat aboard a Bob Harper sponsored Ford Capri RS2600 in 1973- he must have been impressed with the car, acquiring a later ex-works RS3100 a couple of years later which raced all too briefly in Australia.

 

1973. Obscured John Macdonald, Brabham BT40, Vern Schuppan, March 722 and Sonny Rajah at the right, March 712 Ford. Macdonald won from Max Stewart’s Dolphin Ford and Rajah

 

 

Wonderful panoramic shot of the Main Straight in 1962 ‘taken from where the Mandarin Oriental Hotel now stands…the timekeeprs enjoyed a better line of sight from their small stand, though this was perched somewhat precariously over the harbour.’ Not sure of the Triumph and Porsche drivers (C&N)

 

Etcetera…

 

 

 

(unattributed)

1956 start with a Mercedes 190SL of D Steane, L da Costa Ferrari Mondial and R Ritchie, Austin Healey 100- R Pennel’s Healey 100 on row 2 beside the F Pope, Jag Spl. Steane won from da Costa.

(Getty)

Modern vignette over the last 5 years, cars are 2 litre Euro F3.

Ken Araoka, Suzuki RG500.

(C&N)

Race poster has a touch of the Mike Hawthorn/Ferrari 500 about it.

This is the crowd Kevin Bartlett confronted in 1969- no doubt a few more folks than even the ‘Warwick Farm 100’!, perhaps the premier Australian Tasman round at the time.

 

 

Allan Moffat at left in his Group C Mazda RX7 during the 1981 Guia race.

Sonny Rajah’s March 712 Ford-Hart during the 1973 GP.

Rather a famous car in that Ronnie Peterson won the European F2 Championship in it in 1971- here the car wears 732 bodywork.

In Australia we got a close look at the car/driver combination as the likeable, quick Indonesian did a few of our ANF2 Championship rounds in 1974. I wonder who owns the car now?

Edward Irvine Esq, Schumacher and Mika Salo.

Where is Mika Hakkinen? Michael is thinking, oh yeah, he ran into me, pity about that! Hakkinen had the two heat contest in the bag and made a way too optimistic attack on Schumi in the final lap of the second heat which came undone.

(SCMP)

1971 GP- beautifully framed shot shows Sonny Rajah, Lotus 69 Ford from Albert Poon’s Brabham BT30.

Jan Bussell won in a McLaren M4C.

(unattributed)

1957. The R Pennels Healey 100 from Pateman, Benz 300SL- #6 is the Yip XK140.

(J Santos)

Holden LC Torana GTR in 1973, driver anybody?

(unattributed)

Ayrton Senna won in 1983 aboard a Ralt RT3 Toyota- the first year of Euro F3 in an F3 season when he slugged it out with Martin Brundle- both graduated to F1, Toleman and Tyrrell respectively.

Vern Schuppan certainly received plenty of support from Teddy Yip throughout his career.

Here he is running the Theodore Racing March 772 Ford BDA during the 1980 GP- fifth. The race was won by Geoff Lees Ralt RT1 Ford. Lees was later a factory Ralt pilot inclusive of an F2 Championship in a Ralt RH6 Honda V6.

 

(SCMP)

John Macdonald’s Brabham BT36 Ford en-route to 1972 victory. Ex-Rondel Racing?

1990 warm up lap- look at that field.

Hakkinen, Ralt RT34 Mugen, Schumacher, Reynard 903 VW, #1 Irvine, Ralt RT34 Mugen and #15 Mika Salo, RT34 Mugen.

Talent in this field of great depth included Alex Zanardi, Laurent Aiello, Richard Rydell, Eric Helary, Heinz-Harald Frentzen, Pedro Chaves, Olivier Panis, Otto Rensing and Oliver Beretta.

Glen Abbey with bottle of Coke and KB sans top body panel with the victorious ‘Sub’ after the Alec Mildren Racing victory in 1969.

Car in repose in the Macau paddock below.

Glorious looking engine is an Alfa Romeo Tipo 33 2.5 litre, DOHC 2 valve, injected V8. Later a Waggott TC-4V 2 litre, DOHC 4 valve, injected four was fitted.

 

(SCMP)

Gerhard Berger, BMW 635CSI during the 1984 Guia race.

Vern Schuppan gives team owner and ‘father of Macau’ Teddy Yip a ride aboard his Ralt RT1 Ford BDA after his second and final Macau GP win in 1976. His 1974 victory was aboard a March 722 Ford BDA.

Businessman, racer and entreprenuer Yip is a story, a long one, in himself. Suffice it to say his contribution to this race as a racer, entrant, team owner, ‘global ambassador’ and sponsor was extraordinary.

Credits…

‘SCMP’- South China Morning Post, Getty Images, Natalino Couto, ‘C&N’- ‘Colour and Noise’ Philip Newsome, Jose Santos

Tailpieces: The Ages…

D Steane, Mercedes Benz 190SL 1956.

 

Dallara Mercedes circa 2017.

 

(J Santos)

Art at the start and art at the finish.

Stunning image by Jose Santos of Leo Geoghegan’s works Birrana 273 Ford-Hart ANF2 car during the 1973 Grand Prix.

Just marvellous.

Finito…